Diesel fuel engine injection system and method therefor

ABSTRACT

Disclosed is a method of injecting LPG gas into a diesel fuel engine for combustion with diesel fuel therein. One aspect includes injecting LPG gas into an air-stream of an engine air intake or manifold, measuring the percentage of LPG gas injected into the airstream or other efficiency gauge, varying the rate of injection of LPG gas into the airstream in response to the measured percentage of LPG gas therein and injecting the LPG gas at a pre-determined rate so as to maintain an LPG gas concentration in the air intake stream in the range of 0.2% to 0.6% by volume of LPG gas.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent application Ser. No. 12/066,033, filed Mar. 6, 2008, which is a 371 of PCT International Application No. PCT/AU2007/001830, filed Nov. 28, 2007, which claims priority from Australian Patent Application No. 2007904436, filed Aug. 20, 2007 and Australian Patent Application No. 2007906316, filed Nov. 20, 2007. U.S. patent application Ser. No. 12/066,033 is incorporated herein by reference in its entirety as if fully set forth.

BACKGROUND OF THE INVENTION

Aspects of the invention relate to diesel fuel engines and to a method and system for injecting LPG gas into a diesel fuel engine for combustion therein.

Aspects have been developed primarily with respect to conventional diesel fuel engines and will be described hereinafter with reference to this application. However, it will be appreciated that the invention is not limited to this particular field of us and is also applicable to bio-diesel fuel engines, for example.

Diesel fuel engines are used widely in a large array of applications such as transport, heavy machinery or power generation and form a significant component of much equipment in agriculture, mining, construction, and freight and passenger transport. The recent significant rise in the price of diesel fuels has added to the importance of maintaining diesel fuel engine equipment so as to allow them to operate as efficiently as possible. Relatively small efficiency gains can lead to a dramatic decrease in fuel consumption and equipment wear, together with corresponding reductions in pollution and other emissions.

It is known that a combustible gas can be added to a diesel fuel engine air intake. The mixture of the combustible gas with the conventional air intake enhances combustion conditions within the cylinder so as to increase efficiency of the diesel fuel combustion process. In the prior art, a combustible gas source, for example an LPG source, is connected to an air inlet of a diesel fuel engine and injected by means of a solenoid valve, at some predetermined rate. This is drawn into the engine air intake stream and mixed in a venturi. The suction of the venturi is provided by the manifold vacuum or pressure difference.

Unfortunately, simple factors in engine performance deterioration significantly reduce the efficiency of the combustible gas injection and hence engine combustion. For example, as the diesel engine is operated, its air filter will naturally reduce the flow rate it allows into the engine air intake streams. As a result, the level of the combustible gas injected is not decreased proportionally. As a further result, the prior art start to decrease in any delivered efficiency gains and, depending on the deterioration of engine components such as the air filter, can do more harm than good by providing conditions in which the engine efficiency is lower with a combustible gas injection than without.

One aspect provides a method and system of injecting LPG gas into a diesel fuel engine for combustion with diesel fuel therein which will overcome or substantially ameliorate one or more of the disadvantages of the prior art, or to provide a useful alternative.

SUMMARY OF THE INVENTION

According to a first aspect of the present invention there is provided a method of injecting LPG gas into a diesel fuel engine for combustion with diesel fuel therein, the method including:

-   -   injecting LPG gas into an air-stream of an engine air intake or         manifold;     -   measuring the percentage of LPG gas injected into the airstream         or other efficiency gauge;     -   varying the rate of injection of LPG gas into the airstream in         response to the measured percentage of LPG gas therein and         injecting the LPG gas at a pre-determined rate so as to maintain         an LPG gas concentration in the air intake stream in the range         of 0.2% to 0.6% by volume of LPG gas.

According to a second aspect of the there is provided a method of injecting LPG gas into a diesel fuel engine for combustion with diesel fuel therein, the method including:

-   -   measuring engine revolutions per minute of the engine         (REVS_(current)) at predetermined revolutions from a minimum         value at engine idle (REVS_(min)) to a maximum value         (REVS_(max)) at wide open throttle;         measuring the load of the engine (Load_(current)) at         predetermined loads from an unloaded engine at idle (Load_(min))         through to a maximum loaded engine (Load_(max));

measuring an LPG gas flow rate of LPG gas into an airstream of an engine air intake so as to maintain the percentage of LPG gas mixed in the air intake to be in the range of 0.2% to 0.6% such that a minimum gas injection rate (GAS_(min)) corresponds to an idling engine under zero load.

According to a third aspect of the invention there is provided a system for injecting LPG gas into a diesel fuel engine for combustion with diesel fuel therein, the system including:

-   -   an LPG gas injection device having an outlet disposed in fluid         communication with a diesel fuel engine air-inlet and an inlet         disposed in fluid communication with an LPG gas source;     -   an LPG gas injection device controller configured to receive         input indicative of an engine performance parameter and         configured to the control LPG gas injection rate from the LPG         gas injection device outlet such that the diesel engine         air-inlet has LPG gas injected therein to form an air-LPG gas         mixture having an LPG gas concentration of between 0.2% to 0.6%.

It can be seen there is provided a method and system of injecting LPG gas into a diesel fuel engine that improves combustion of diesel fuel in the engine so as to decrease the emissions from the diesel engines. The method and system are also configured to be operable in response to one or more of a variety of engine parameters and can be calibrated based on as little as two measured points.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are included to provide a further understanding of embodiments and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments and together with the description serve to explain principles of embodiments. Other embodiments and many of the intended advantages of embodiments will be readily appreciated as they become better understood by reference to the following detailed description. The elements of the drawings are not necessarily to scale relative to each other. Like reference numerals designate corresponding similar parts.

Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings in which:

FIG. 1 is a schematic representation of a circuit board of a device configured for injecting LPG gas into a diesel fuel engine according to a embodiment of the;

FIG. 2 is a connector pin description of the embodiment of FIG. 1;

FIG. 3 is a block circuit diagram of the system of FIG. 1;

FIG. 4 is a wiring diagram of the system of FIG. 1;

FIG. 5 is a harness diagram of the system of FIG. 1;

FIG. 6 is a table providing pin-out descriptions of the wiring and harness diagrams of the system of FIG. 1; and

FIG. 7 illustrates a look up table and corresponding determining formula for gas injection rates of the system of FIG. 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the following Detailed Description, reference is made to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. In this regard, directional terminology, such as “top,” “bottom,” “front,” “back,” “leading,” “trailing,” etc., is used with reference to the orientation of the Figure(s) being described. Because components of embodiments can be positioned in a number of different orientations, the directional terminology is used for purposes of illustration and is in no way limiting. It is to be understood that other embodiments may be utilized and structural or logical changes may be made without departing from the scope of the present invention. The following detailed description, therefore, is not to be taken in a limiting sense, and the scope of the present invention is defined by the appended claims.

It is to be understood that the features of the various exemplary embodiments described herein may be combined with each other, unless specifically noted otherwise.

According to an embodiment, there is disclosed a method and system of injecting LPG gas into a diesel fuel engine for combustion with diesel fuel in the engine. A diesel fuel engine is not illustrated.

The method includes injecting LPG gas into an air-stream of an engine air intake or directly into the manifold. The percentage of LPG gas injected into the airstream is measured. The rate of injection of LPG gas (GAS_(inject)) into the airstream is responsive to the measured percentage of LPG gas in the airstream. This is to allow injection of the LPG gas at a pre-determined rate so as to maintain an LPG gas concentration in the air intake stream in the range of 0.2% to 0.6% by volume of LPG gas. Ideally, the LPG gas concentration in the air intake stream is maintained at substantially 0.35% by volume.

The LPG gas is injected into the airstream of the engine air intake upstream of an engine cylinder inlet valve to provide best opportunity to mix the air and LPG gas. Measuring the percentage of LPG gas mixed into the airstream of the engine intake includes bleeding a portion of the mixed LPG-air intake stream and sampling this directly with an LPG gas sensor. Alternatively, the LPG-air intake mixture can be measured by combusting the bled LPG and measuring the products with a time delayed hot wire sensor. It will be appreciated that any preferred direct or secondary LPG concentration sensor can be used as desired.

Alternatively, the air intake mixture of the engine can be measured by measuring the efficiency of the engine by using a nitrous oxide (NOx) sensor in the exhaust manifold, a temperature sensor in the exhaust manifold or a gas sensor in the exhaust manifold.

The system uses the efficiency measurements to calculate LPG gas usage points and later extrapolates the required gas levels (GAS_(inject)) from these stored points to provide a faster LPG gas injection response time that by direct sensor measurement of the LPG gas mixture in the air intake stream. In this alternative embodiment, the use of stored points derived from efficiency measurements can be replaced by calculating and storing an electronic system map or table.

Operation of this method significantly improves the combustion efficiency of diesel fuel engines. This has the effects of reducing pollution and particulate matter, increasing power consumption and reducing fuel consumption.

Referring now to the embodiment illustrated in FIGS. 1 to 6, FIG. 1 is a schematic representation of a circuit board 10 of a device configured for injecting LPG gas into a diesel fuel engine so as to maintain an LPG gas concentration in the air intake stream in the range of 0.2% to 0.6% by volume of LPG gas. The circuit board 10 includes a connector 11 configured to mate with a corresponding connector (not illustrated) for example a DRC26-40, with 40 pins in the embodiment illustrated. FIG. 2 is a connector pin description of the connector 11 of FIG. 1.

FIG. 3 illustrates a corresponding block circuit diagram of the system 30 of the circuit board 10 of FIG. 1 indicating the device input side (31 to 38) into a microprocessor 39 and control (40) and communications device (41). A quad channel high side relay 40 receives control signals from microprocessor 39 and sends a fuel enable signal to the output 40A to allow gas flow. Two outputs 40B and 40C provide signals to control the flow of LPG gas into the air intake of the diesel fuel engine.

A communications device 41 in the form of a MAX3232CSE transceiver provides an interface to the microprocessor 39. The system 30 is configured to receive inputs (31 to 36) in which the LPG gas temperature before or after mixing with the air intake stream is measured by sensor 31 in the form of a thermistor and sent to the microprocessor 39. The engine speed or RPM is measured via an engine alternator sensor 32, the engine manifold pressure via sensor 34 and the exhaust temperature is measured by a thermocouple 33 having a cold junction compensated thermocouple-digital converter 37 and EEPROM memory device 38 disposed intermediate the microprocessor 39.

An oxygen sensor 35 provides input into the microprocessor 39 indicating the oxygen levels of the air intake/LPG gas mixture. Switches 36 provide input into microprocessor 39 to turn the LPG gas injection off when a brake pedal is depressed and/or the accelerator/throttle moved to a rest or home position. The sensed parameters on the input side of microprocessor 39 are indicative of the load and RPM of the engine. The system 30 is also disabled when the engine ignition system is turned off.

A circuit wiring diagram for the connector 11 of the system of FIG. 1 is illustrated in FIG. 4. A corresponding harness diagram is illustrated in FIG. 5. In this Figure, the connector 11 is illustrated as connected to components of the system. Data plug outputs 52, 53, 54 are provided, together with engine body earth connections 55, 56 and a means of selecting a supply voltage 57. Fuses 58, 59 provide protection from the battery and fuses 60, 61 protect an automatic gas shut off device. A connection to an exhaust gas temperature sensor 62, 63 is provided.

The connector 11 includes connections to control various system 30 components (some not illustrated) such as the automatic gas shut off device positive and negative connections 64, 65 and a tachometer (RPM) pulse output 66. Control for four separate LPG gas injectors (not illustrated) is provided by outputs 67 to 74.

The connector 11 also includes a connection to a pressure switch signal output 75, 76, vehicle ignition output 77 and an MAP/TP sensor 78, 79, 80. The connector 11 also includes LPG storage tank automated fuel shut-off device connections 81, 82, 83 and OEM and emulated MAP signal connections 84, 85. The connector 11 outputs 86, 88 provide an LPG gas gauge connection and outputs 89,89 respectively provide a 12V switch and an LPG flow selector.

A connection to a throttle switch 90, 91 is provided via connection 11. Connections 92, 93 provide an output to an engine coolant temperature (ECT) sensor, and a measured propane sensor 94, 95, 96, 97 connection.

FIG. 6 presents a table providing pin-out descriptions of the wiring and harness diagrams of FIGS. 4 & 5. The circuit board 10 of the embodiment of FIG. 1 operating the system 30 illustrates various components including a connector 11, microprocessor 39, capacitors 110, 111, 112, 123 having capacities of 0.1 μF, 10 μF, 1 μF and 470 μF respectively. High voltage capacitors 133 are also illustrated.

The circuit board 10 also schematically illustrates resistors 117, 119, 124, 128, 129, 131 having capacities of 10 kΩ, 4.7 kΩ, 920Ω, 1 kΩ, 33 kΩ and 100Ω respectively. Also illustrated are the following components: Zener diodes 113; voltage regulator 114; voltage relays 115, 116 the latter being a quad channel high-side relay; diodes 118; communications transceiver 120 being a MAX3232CSE; under voltage sensing circuit 121; serial memory 122 as an 25LC1024 integrated circuit; a cold compensated K-type thermocouple to digital converter 125; hex inverting Schmitt trigger 126; digital to analog converter 127; 5 A fuses 130; and RS 232 communications port 132.

In the illustrated embodiment, the system for performing the method of injecting LPG gas into a diesel fuel engine includes an automated LPG fuel shut-off valve measured from a signal provided by an electrical output pulse from an engine regulator. In the absence of this electrical signal, LPG valve is shut as the engine is not running. When calibrating the system, the engine revolutions per minute of the engine (REVS_(current)) at predetermined revolutions from a minimum value at engine idle (REVS_(min)) to a maximum value (REVS_(max)) at wide open throttle are measured and the corresponding LPG gas injection rate to maintain 0.35% LPG gas of the volume of the air intake stream is measured.

The same step is repeated in respect of measuring the load of the engine (Load_(current)) at predetermined loads from an unloaded engine at idle (Load_(min)) through to a maximum loaded engine (Load_(max)) and again the desired gas injection rate is measured. It will be appreciated that a minimum gas injection rate (GAS_(min)) corresponds to an idling engine under zero load while maintaining a 0.35% LPG concentration in the air intake stream.

In the embodiment of FIGS. 1 to 6, the LPG gas injection rate (GAS_(inject)) is characterized for predetermined engine REVS (REVS_(current)) and load (Load_(current)) measurements stored electronically as points of reference. In this embodiment, the value of the rate of LPG gas injection (GAS_(inject)) into the air intake stream is governed by the equation:

${GAS}_{inject} = {\begin{bmatrix} {\left\lbrack {\frac{1}{2}\begin{pmatrix} {\left( \frac{{Load}_{current} - {Load}_{m\; i\; n}}{{Load}_{{ma}\; x} - {Load}_{m\; i\; n}} \right) +} \\ \left( \frac{{REVS}_{current} - {REVS}_{m\; i\; n}}{{REVS}_{{ma}\; x} - {REVS}_{m\; i\; n}} \right) \end{pmatrix}} \right\rbrack*} \\ \left( {{GAS}_{{ma}\; x} - {GAS}_{m\; i\; n}} \right) \end{bmatrix} + {GAS}_{{m\; i\; n}\;}}$

In this equation, GAS_(max) is the required gas injection rate under maximum engine REVS and maximum Load and GAS_(min) is the gas injection rate under minimum engine REVS and minimum or zero Load.

The engine REVS is determined by means of a measurement of the output of the diesel fuel engine alternator or other engine signal source. This provides a signal directly proportional to engine REVS. The diesel fuel engine load (Load_(current)) is measured via a corresponding measurement of manifold absolute pressure sensor. The sensor output is directly proportional to the engine load.

However, it will be appreciated that the engine REVS can be measured by any other preferred means and that the engine load may also be measured by other means such as by an engine turbo charger pressure sensor, an exhaust temperature sensor, throttle positioning sensor and/or an exhaust nitrous-oxide gas sensor, for example. Furthermore, the above equation can be modified to characterize the desired gas injection rate accordingly.

FIG. 7 illustrates a look up table of LPG gas injection rates as a function of engine REVS and Loads. The look up table is characterized by the above equation. For an idling engine under zero or minimum load (and minimum REVS), the injected LPG gas rate corresponds to GAS_(min). This occurs also in response to a signal from a throttle switch which indicates deceleration, braking and/or an idle condition. In a like manner, the LPG injection system is disabling in response to a signal from an LPG tank sensor indicating exhaustion of the LPG.

In this embodiment, it will be appreciated that the system can be calibrated or re-calibrated as desired by measuring the required gas injection rates over the load and REVS ranges so as to maintain a 0.35% volume of LPG gas concentration in the air intake stream and storing these rate values in a look up table accordingly.

In the embodiment of FIGS. 1 to 6, it will be appreciated that system inputs corresponding to manifold pressure, engine REVS, etc. are connected to the apparatus of FIG. 1. This apparatus has output to control both the supply of LPG gas but also the rate of injection thereof into the air intake stream.

It will be appreciated that the embodiments of the present invention is advanced over the prior art for at least important reasons. Firstly, the present invention can be “auto-tuned” by use of a third variable against engine REVS and load to determine the correct rate of gas injection to maintain the air intake volume with 0.35% LPG gas. It will be further appreciated that LPG gas can be substituted with any preferred combustible gas such hydrogen, natural gas or other flammable gas. The third variable measured in the embodiments of the present invention is the percentage LPG gas in the air intake volume, however, diesel flow, air flow, NOx, oxygen or temperature may all suitably be used as the third variable.

Once the three variables are known, the correct gas injection rates can be generated and a map or reference points also generated.

The second advantage over the prior art is the use of the above gas injection equation. Instead of necessarily using a system map or table containing possibly hundreds of points, two points are stored (idle and another point which is greater than idle) and the gas injection rate is calculated using the above equation. The advantage of this is instead applying relatively significant time to measure all these hundreds of values, the present invention requires the measurement of just two. The use of a model equation is also more accurate than using a look-up table because it can calculate the exact value instead of picking the closest point on the map.

For example, it will be appreciated that if LPG usage was sinusoidal then the above equation would also be sinusoidal and a map would be a square wave. Also, although in the embodiment the gas LPG injected into the air intake stream is sampled using a propane sensor, injection directly into the manifold can be provided and the level of LPG gas in the air intake stream is measured using testing the NOx levels in the exhaust. Of course, hydrogen or aquagen, for example, could be injected into the diesel engine manifold and the NOx levels measured in the exhaust to determine the correct gas injection rates. Such a system is envisaged for water to be used instead of LPG for fuel.

It will be appreciated that in other embodiments of the invention, not illustrated, that the LPG gas injection rate (GAS_(inject)) is characterized for predetermined engine REVS (REVS_(current)) and load (LOAD_(current)) measurements stored electronically as points of reference. In alternative embodiments, the rate of LPG gas injection (GAS_(inject)) into the intake stream is governed by the equation:

${GAS}_{inject} = {\begin{bmatrix} {\left\lbrack \begin{pmatrix} {{N\left( \frac{{Load}_{current} - {Load}_{m\; i\; n}}{{Load}_{m\; {ax}} - {Load}_{m\; i\; n}} \right)} +} \\ {M\left( \frac{{REVS}_{current} - {REVS}_{m\; i\; n}}{{REVS}_{m\; {ax}} - {REVS}_{m\; i\; n}} \right)} \end{pmatrix} \right\rbrack*} \\ \left( {{GAS}_{{ma}\; x} - {GAS}_{m\; i\; n}} \right) \end{bmatrix} + {GAS}_{m\; i\; n}}$

In this governing equation, the variables N and M are positive and satisfy the equation N+M=1. In this way, the relative contributions to the GAS_(inject) can be predetermined as preferred for each of N and M being 0 or greater but not greater than 1. The weightings N and M are chosen depending on preferences, for example, N=0.4 and M=0.6 in the case of a standard turbo diesel vehicle engine. In this way, the GAS_(inject) rate is more heavily weighted upon the engine revolutions than the engine load. In a naturally aspirated diesel engine, N can=0 and M can=1 so that the component of measured load is not considered in the determination of the gas injection rate GAS_(inject). In the case of a stationary diesel engine, it is preferred that only engine load is measured and so N=1 and M=0.

It will be appreciated that any preferred values for N and M can be provided so long as N+M=1. As noted above, it will be appreciated that the equation which combines weightings of measured REVS and load values can be used in the same manner as the embodiment described. That is, the gas injection rate to provide 0.35% concentration of LPG gas in the air-intake can be governed by the use of an equation in which the load and revolution measurements are weighted depending on the engine and application.

As is described herein, the injection of LPG gas into the air-inlet of a diesel fuel engine can be provided in concentrations of between 0.2% to 0.6%. When a concentration of 0.6%, for example, is provided the diesel engine power performance is not improved, however, significantly fewer emissions are generated. The typical diesel engine particulate matter emissions are significantly reduced as compared to when no LPG gas injection is provided. When an LPG concentration at the diesel engine air-intake is 0.35%, for example, then not only are emissions significantly reduced, but the power output of the engine is also increased.

As noted above, the flammable gas injection rates are switched to the minimum gas injection rate (GAS_(min)) responsive to the signal from the throttle position switch. This indicates deceleration, braking and/or an idle position. When the throttle position switch is moved into the off position and no fuel is injected into the engine corresponding to an idle condition the present system 1 substantially instantaneously reduces the gas injection rate (GAS_(min)) to zero. If gas was being injected on deceleration it would go straight through the engine unburned and would create a hydrocarbon spike in the exhaust. This is since most modern diesel engines are electronically controlled and cut the diesel injection on deceleration and the gas injected in the present invention relies on combustion of the diesel fuel to be enhanced in the presence of the inject flammable gas.

It is also noted that on trucks that have exhaust or engine brakes that are engageable upon deceleration, these can have significant boost pressure in the inlet manifold during operation. If the flammable gas were injected, it may be a sufficiently high percentage to allow a build-up of the unburnt flammable gas in the exhaust. When acceleration is resumed unburned gas in the exhaust can be ignited upon combustion of the diesel fuel causing an exhaust fire or engine explosion. This risk is minimized in the present invention as the flammable gas injected is to enhance combustion of the diesel fuel and not to act as a primary fuel source.

The use of the throttle switch is hitherto unknown and advantageous in the preferred embodiments of the invention because most modern diesel fuel engines are now electronically controlled and have cruise control which means the throttle remains at rest and no gas injection occurs so that minor programming of the apparatus of FIG. 1 can be used to receive input providing an indication between the difference in deceleration action of the engine and cruise control operation. That is, modern diesel engines are electronically controlled and a direct cable connection between the throttle pedal and the engine is no longer typically provided. As such, use of a cruise control on a modern diesel engine does not result in corresponding movement of the throttle position. As such, the throttle position sensor measurements on its own cannot distinguish between operation of the cruise control and a deceleration. In the present system, when the throttle position is moved to zero GAS_(min) is injected as above corresponding to the minimum load and revolutions of the engine. If after a predetermined period of time, for example one minute in the present invention, then the system 1 considers that the cruise control is in operation and that deceleration is not in action and the GAS_(inject) rate is returned to provide 0.35% of the air intake volume of flammable gas.

The foregoing describes only one embodiment of the present invention and modifications, obvious to those skilled in the art, can be made thereto without departing from the scope of the present invention.

The term “comprising” (and its grammatical variations) as used herein is used in the inclusive sense of “including” or “having” and not in the exclusive sense of “consisting only of”.

Although specific embodiments have been illustrated and described herein, it will be appreciated by those of ordinary skill in the art that a variety of alternate and/or equivalent implementations may be substituted for the specific embodiments shown and described without departing from the scope of the present invention. This application is intended to cover any adaptations or variations of the specific embodiments discussed herein. Therefore, it is intended that this invention be limited only by the claims and the equivalents thereof.

While the principles of the invention have been described above in connection with preferred embodiments, it is to be clearly understood that this description is made only by way of example and not as a limitation of the scope of the invention. 

1. A method of injecting flammable gas into a diesel fuel engine for combustion with diesel fuel therein, the method comprising: injecting flammable gas into the engine for combustion with the diesel fuel; measuring the percentage of flammable gas injected; varying the rate of injection of flammable gas into the engine in response to the measured percentage of flammable gas therein and injecting the flammable gas at a pre-determined rate so as to maintain a flammable gas concentration in the engine for combustion is in the range of 0.2% to 0.6% by volume of flammable gas.
 2. The method of claim 1, wherein the flammable gas concentration injected in the air intake stream is maintained at substantially 0.35%.
 3. The method of claim 1, wherein injecting flammable gas into the engine includes injecting the flammable gas into an air intake stream or manifold, or directly into an engine cylinder.
 4. The method of claim 3, wherein measuring the percentage of flammable gas mixed into the airstream of the engine intake comprises bleeding a portion of the mixed air intake stream by combusting the flammable gas intake mixture and measuring same with a sensor in the form of a time delayed hot wire sensor.
 5. The method of claim 1, wherein the flammable gas is LPG gas, hydrogen gas or natural gas.
 6. The method of claim 3, wherein injecting flammable gas into the airstream of the engine air intake includes injecting the flammable gas into the airstream when it is entering or has entered the cylinder.
 7. The method of claim 3 comprising: measuring engine revolutions per minute of the engine (REVS_(current)) at predetermined revolutions from a minimum value at engine idle (REVS_(min)) to a maximum value (REVS_(max)) at wide open throttle; measuring the load of the engine (Load_(current)) at predetermined loads from an unloaded engine at idle (Load_(min)) through to a maximum loaded engine (Load_(max)); measuring a flammable gas flow rate of flammable gas that is injected into an airstream of an engine air intake so as to maintain the percentage of flammable gas mixed in the air intake to be in the range of 0.2% to 0.6% such that a minimum gas injection rate (GAS_(min)) corresponds to an idling engine under zero load.
 8. The method of claim 7 further comprising measuring the efficiency of the engine at idle (REVS_(min)) and again under load and determining the correct rate of gas to inject (GAS_(inject)).
 9. A method of claim 7, wherein injecting the flammable gas is governed by an equation selected from the group consisting of: ${GAS}_{inject} = {\begin{bmatrix} {\left\lbrack {\frac{1}{2}\begin{pmatrix} {\left( \frac{{Load}_{current} - {Load}_{m\; i\; n}}{{Load}_{{ma}\; x} - {Load}_{m\; i\; n}} \right) +} \\ {M\left( \frac{{REVS}_{current} - {REVS}_{m\; i\; n}}{{REVS}_{m\; {ax}} - {REVS}_{m\; i\; n}} \right)} \end{pmatrix}} \right\rbrack*} \\ \left( {{GAS}_{m\; {ax}} - {GAS}_{m\; i\; n}} \right) \end{bmatrix} + {GAS}_{m\; i\; n}}$ where GAS_(max) is the gas injection rate under maximum engine REVS and maximum Load; and GAS_(min) is the gas injection rate under minimum engine REVS and minimum Load; ${GAS}_{inject} = {\begin{bmatrix} {\left\lbrack \begin{pmatrix} {{N\left( \frac{{Load}_{current} - {Load}_{m\; i\; n}}{{Load}_{{ma}\; x} - {Load}_{m\; i\; n}} \right)} +} \\ {M\left( \frac{{REVS}_{current} - {REVS}_{m\; i\; n}}{{REVS}_{m\; {ax}} - {REVS}_{m\; i\; n}} \right)} \end{pmatrix} \right\rbrack*} \\ \left( {{GAS}_{m\; {ax}} - {GAS}_{m\; i\; n}} \right) \end{bmatrix} + {GAS}_{m\; i\; n}}$ where GAS_(max) is the gas injection rate under maximum engine REVS and maximum Load; GAS_(min) is the gas injection rate under minimum engine REVS and minimum Load; and N and M are positive and satisfy the equation N+M=1; ${GAS}_{inject} = {\left\lbrack {\left\lbrack \left( {{0.4\left( \frac{{Load}_{current} - {Load}_{\min}}{{Load}_{\max} - {Load}_{\min}} \right)} + {0.6\left( \frac{{REVS}_{current} - {REVS}_{\min}}{{REVS}_{\max} - {REVS}_{\min}} \right)}} \right) \right\rbrack*\left( {{GAS}_{\max} - {GAS}_{\min}} \right)} \right\rbrack + {GAS}_{\min}}$ where GAS_(max) is the gas injection rate under maximum engine REVS and maximum Load; and GAS_(min) is the gas injection rate under minimum engine REVS and minimum Load; ${GAS}_{inject} = {\left\lbrack {\left\lbrack \left( \left( \frac{{Load}_{current} - {Load}_{\min}}{{Load}_{\max} - {Load}_{\min}} \right) \right) \right\rbrack*\left( {{GAS}_{\max} - {GAS}_{\min}} \right)} \right\rbrack + {GAS}_{\min}}$ where GAS_(max) is the gas injection rate under engine Load; and GAS_(min) is the gas injection rate under minimum engine Load; and ${GAS}_{inject} = {\left\lbrack {\left\lbrack \left( \left( \frac{{REVS}_{current} - {REVS}_{\min}}{{REVS}_{\max} - {REVS}_{\min}} \right) \right) \right\rbrack*\left( {{GAS}_{\max} - {GAS}_{\min}} \right)} \right\rbrack + {GAS}_{\min}}$ where GAS_(max) is the gas injection rate under maximum engine REVS; and GAS_(min) is the gas injection rate under minimum engine REVS.
 10. The method of claim 9, wherein the flammable gas injection rate (GAS_(inject)) rate is characterized by measuring GAS_(inject) for the engine under maximum load and maximum engine REVS (GAS_(max)) and for the engine under zero load at idle (REVS_(min)) (GAS_(min)) and extrapolating therebetween by means of the selected governing equation.
 11. The method of claim 7, wherein the diesel fuel engine load (Load_(current)) is measured via a corresponding measurement of a manifold absolute pressure sensor, a turbo charger pressure sensor, throttle positioning sensor, an exhaust temperature sensor, and/or an exhaust nitrous-oxide gas sensor, or by attaching the engine to a dynameter; and wherein the engine REV. rate is measured via the voltage output of the diesel fuel engine alternator or other engine signal source.
 12. The method of claim 7 comprising switching injected flammable gas rates to the minimum gas injection rate (GAS_(min)) in response to a signal from a throttle switch thereby indicating deceleration, braking and/or idle condition.
 13. The method claim 7 comprising re-performing the steps of the method of claim 7 at predetermined times to recalibrate the flammable gas injection rate (GAS_(inject)) and resetting the flammable gas injection rate correspondingly.
 14. The method of claim 1 comprising varying the rate of injection of the flammable gas to zero in response to a throttle position switch of the engine being moved to an off position.
 15. A system for injecting flammable gas into a diesel fuel engine for combustion with diesel fuel therein, the system comprising: a flammable gas injection device having an outlet disposed in fluid communication with a diesel fuel engine air-inlet and an inlet disposed in fluid communication with a flammable gas source; and a flammable gas injection device controller configured to receive input indicative of an engine performance parameter and configured to the control flammable gas injection rate from the flammable gas injection device outlet such that the diesel engine air-inlet has flammable gas injected therein to form an air-flammable gas mixture having a flammable gas concentration of between 0.2% to 0.6%.
 16. The system of claim 15, wherein the engine performance parameter includes a percentage of flammable gas mixed into the airstream of the engine intake; engine revolutions per minute of the engine (REVS_(current)) at predetermined revolutions from a minimum value at engine idle (REVS_(min)) to a maximum value (REVS_(max)) at wide open throttle; a load of the engine (Load_(current)) at predetermined loads from an unloaded engine at idle (Load_(min)) through to a maximum loaded engine (Load_(max)); a voltage output of the diesel fuel engine alternator or other engine signal source; and manifold absolute pressure, a turbo charger pressure, throttle position, exhaust temperature, and/or an exhaust nitrous-oxide gas, or an engine dynameter.
 17. The system of claim 15, wherein the flammable gas injection device controller is configured to operate the equation: ${GAS}_{inject} = {\begin{bmatrix} {\left\lbrack \begin{pmatrix} {{N\left( \frac{{Load}_{current} - {Load}_{m\; i\; n}}{{Load}_{{ma}\; x} - {Load}_{m\; i\; n}} \right)} +} \\ {M\left( \frac{{REVS}_{current} - {REVS}_{m\; i\; n}}{{REVS}_{{ma}\; x} - {REVS}_{m\; i\; n}} \right)} \end{pmatrix} \right\rbrack*} \\ \left( {{GAS}_{{ma}\; x} - {GAS}_{m\; i\; n}} \right) \end{bmatrix} + {GAS}_{m\; i\; n}}$ where GAS_(max) is the gas injection rate under maximum engine REVS and maximum Load; GAS_(min) is the gas injection rate under minimum engine REVS and minimum Load; and N and M are positive and satisfy the equation N+M=1.
 18. The system of claim 16, wherein the flammable gas injection device controller is configured to provide a flammable gas injection rate into the air-inlet (GAS_(inject)) at a rate characterized by measuring GAS_(inject) for the engine under maximum load and maximum engine REVS (GAS_(max)) and for the engine under zero load at idle (REVS_(min)) (GAS_(min)) and extrapolating therebetween by means of the equation.
 19. The system of claim 15 where the flammable gas is LPG gas, hydrogen gas, natural gas or other flammable gas.
 20. A diesel fuel engine comprising: a flammable gas injection device having an outlet disposed in fluid communication with a diesel fuel engine air-inlet and an inlet disposed in fluid communication with a flammable gas source; and a flammable gas injection device controller configured to receive input indicative of an engine performance parameter and configured to the control flammable gas injection rate from the flammable gas injection device outlet such that the diesel engine air-inlet has flammable gas injected therein to form an air-flammable gas mixture having a flammable gas concentration of between 0.2% to 0.6%. 